Transmission



July 25, 1950 H. R..GREENLEE ETAL 2,516,203

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July 25, 195o HqR. GREENLEE HAL. 2,516,203

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July 25, 1950 H. R. GREENLEE ETAL TRANSMISSION 11 Sheets-Sheet 8 Filed Dec. 22, 1945 INVENTOVR.

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TRANsMssIoN Filed Dec. 22, 1945 11 Sheets-Sheet 11 IN VEN TOR.

PireneiV July 2s, 195o TmNsmssIoN Harry R. Greenlee, Indianapolis, and Woodrow A. Hasbany, South Bend, Ind., assignors to The Studebaker Corporation corporation of Delaware South Bend, Ind., a

Application December 22, 1945, Serial No. 636,722

` 1g om. (ciu-412) This invention relates, in general, to transmissions, and has particular reference to an improved automotive transmission.

One of the main objects of the present invention is to provide a full transmission providing for a plurality of forward speeds and reverse, and embodying the invention disclosed and claimed in the copending application of Harry R. Greenlee, Serial No. 568,593, filed December 18, 1944, now Patent No. 2,437,517.

Another object of the invention is to provide an improved form of full planetary transmission giving four speeds forward and one reverse.

Another object of the invention is to provide in a transmission of the class described three planetary gear sets, a helical spring brake, a conventional roller type free wheel unit, a pair of double acting cone friction clutches and brakes, a jaw clutch and governor means for providing the various drives through the transmission.

Another object of the invention is to provide a first gear ratio through the rst and second gear sets, the third gear set being locked.

Another object of the invention is to provide a second gear ratio through the second gear set only, the first and third gear sets being locked.

Another object of the invention is to provide a third gear ratio through the first gear set only, the second and third gear sets being locked.

Another object of the invention is to provide a fourth speed or direct drive through the transmission, all gear sets being locked.

Another object of the invention is to provide a reverse speed ratio through the first and third gear sets, the second gear set being locked.

Another object of the invention is to provide an improved liquid or fluid pressure system for operating the transmission to its different positions.

.Another object of the invention is to provide, in combination with the liquid or ud pressure system for operating the transmission toits different positions, an improved combination of a manual shift valve, a throttle control valve, an overlap valve, a governor valve, and cylinders and ducts for securing the various operating positions of the transmission by the simple expedient of operating the accelerator and/or moving the manual shift valve to its different positions.

Another object of the invention is to provide an improved form of transmission of the class described in which there will be a means for,

breaking the drive line at will (of the type of transmission which is shiftable under torque load without breaking the drive line) for a sufiicient period of time that the devices own clutches may be used, in either direction, as master clutches, after which the free wheeling member is reinstated and the unit may again function as a transmission shiftable under torque load without breaking the drive line.

Another object of the invention is to provide an improved form of transmission of the class described in vwhich the shiftable torque transmitting member is engaged, prior to energizing the spring brake and before locking same against rotation,` softly and without chatter or jerking.

Another object of the invention is to provide a combined helical spring brake and outer cone brake members xed, for example, to the housing of the transmission for locking the shiftable torque transmitting members against rotation; also means for bringing the helical spring brake into action after the outer cone brake member has ceased to rotate.

Another object of the invention is to provide for engagement of the shiftable cone member with the ring gear before engaging the spring brake for direct drive.

Another object of the invention is to provide for blocking oi in neutral, throttle closed, engine running position of the transmission any movement Aof the manual shift valve except to first or reverse.

Another object of the invention is to assure the use of the front cone clutch and brake as a master brake for starting the car, and, more particularly, to provide for applying pressure to shift the manual shift valve to first speed position if the car is in second, third, or fourth speed position and the speed of the car drops, for example, below about 10 M. P. H.

Another object of the invention is to provide for applying spring pressure on the jaw clutch of the third planetary gear set to keep that gear set locked in direct at all times except for reverse.

Another object of the invention is to provide a i 'governor valve having a two step area for assuring a completed valve shift as soon as this valve starts to move.

Another object ofthe invention is to provide for completing a shift under torque from first to second without breaking the drive line. i Another object of the invention is to provide for applying overlap pressure to insure the starting engagement of the rear cone ahead of release of the front cone in the third speed, throttle open, shift started position. v Further objects and advantages of the invention will appear from the following detailed descriptiOn, taken in connection with the accompanying drawings in which:

Figure 1 is a diagrammatic view of one form of transmission embodying the present invention.

showing the same in neutral, throttle closed, engine running position;

Figure 2 is a diagrammatic view showing the transmission in neutral, throttle open, engine running position;

Figure 3 is a diagrammatic View showing the transmission in first speed, throttle open, car

below l M. .P. H. position;

Figure 4 is a diagrammatic view showingy the transmission in first speed, throttle open, car above 10 M. P. H. position; f

Figure 5 is a diagrammatic view showing the transmission in second speed, throttle open, car above M. P. H. position;

Figure 6 is a diagrammatic view showing the transmission in second speed, throttle closed .position Figure 7 is a diagrammatic view showing the transmission in third speed, throttle open, showing overlap position;

Figure 8 is a diagrammatic view showing the transmission in third speed, throttle open, shift completed position; l

Figure 9 is a diagrammatic view showing the transmission in fourth speed, throttle open position;

Figure 10 is a diagrammatic view showing the transmission in reverse speed, throttle open position; and

Figure 1l is a diagrammatic view showing the transmission in position for towing the car to start the engine with the shift lever in fourth speed.

With reference now to the drawings, the transmission which is illustrated diagrammatically, comprises three planetary gear sets A, B, and C. a helical free wheel spring brake D, a conventional roller type, free wheel unit E, two double actim cone friction clutches and brakes F and G, a jaw clutch and brake H, a governor K, and a transmission housing L.

The planetarygear set A, helical free wheel spring brake D, and the double acting cone friction clutch and brake F are of the type and are combined as more fully disclosed in the copending application of Harry R. Greenlee, Serial No. 568,593, flied December 18, 1944, now Patent No. 2,437,517, March 9. 1948.

The cone brake member Ill of the clutch and brake F is ilxedly secured, for example, to the transmission housing L. The cone brake member lo has an internal cone brake surface II. The drive shaft is indicated dlagrammatically at I2. A first driven shaft is indicated at I3, and a second driven shaft is indicated at I4. A third driven shaft is indicated at I5.

Formed integral with or iixed to the drst driven shaft I3 is a torque transmitting member I6 having an internal ring gear I1 and an external cone clutch surface Il. A sleeve I3 is journaled for rotation about the drive shaft I2. This sleeve I3 has a sun gear 20 nxed thereto. A second torque transmitting member 2| is iixed against turning movement relative to the sun gear 20. for example, by splined engagement at 22 Iwith external splines on the sleeve I8. Thesplined engagement at 22 permits axial shifting movement of the` member 2l along the sleeve Il and relative to the sun gear 2l. The torque transmitting member 2| has an external cone brake surface 23 for engagement with the cone brake 4 surface II of the fixed cone brake member I0, and an internal cone clutch surface 24 for engagement with the cone clutch surface of theA `is shown to simplify the illustration) and mesh with the ring gear I1. Planet pinions 29 are rotatably mounted ron the planet pins 21 (only one of which is shown). The planetvpinions 29 mesh with the pinions 28 and with the sun gear 20, as well understood in the art. Other forms of planetary or epicyclic gearing may, of course. be employed between the drive and first driven shaft I3 of the transmission Within the scope of the present invention.

The torque transmitting member 2I is shifted axially or longitudinally along its splined connection at 22 with the sleeve I9 by a shifter arm 30 held or connected to the member 2 I, for example, by a bearing and suitable retainer rings (not shown) as in the copending application previously mentioned. At its opposite end the arm 30 is connected at 3I to a piston 32 which operates within a cylinder 33. The cylinder 33 has connections between its cylinder spaces 34 and 35 at opposite ends of the piston 32 and ducts 3B and 31 through which liquid or fluid pressure is introduced from the liquid or uid pressure system into the cylinder spaces 34 and 35. as will be described; The piston 32 may be normally centered, for example, by coiled springs (not shown), as in the copending application previously mentioned.

A collar is fixed to the housing L and surrounds the sleeve I9; there being an annular to the sleeve I9. At its opposite end the helical spring brake D is provided with a piston 42 which is held against rotation and is operable to actuate the helical spring brake D to cause the same to expand radially into braking engagement with the collar 4U.

The piston 42 has a piston spring 43 for releasing the adjacent end of the helical spring D from engagement or connection with the collar 4I), for example, as more fully illustrated and described in the previously mentioned copending application. In the inoperative position of the piston 42 the adjacent end of the spring D is free to rotate with the opposite end of the spring and the sleeve I9. When the piston 42 is in operative position it attempts to fix the adjacent end of the spring D or to retard rotation thereof. Due to the right hand helix of the spring D, if the sleeve I9 -is'revolving the same direction as the drive shaft I2, then the attempted retarding of the left hand end of spring D, as the device is illustrated diagrammatically in the drawings, merely acts to wind the spring D down tighter on the sleeve I9. If the sleeve I9 attempts to ro-l tate in the opposite direction of the drive shaft I2,`then the attempted retarding of the left hand end of the spring D causes the forward end of this spring to expand out against the inner periphery of collar 40. The piston l42 is actuated by the introduction of liquid or fluid pressure from the liquid or fluid pressure system into the cylinder therefor, for example, by means of a duct 45, as will hereinafter appear.

asiduos The secondary planetary gear set B is, in gen- Y y surface 59. A second torque transmitting member I for the gear set B is fixed against turning movement relative to the sleeve 46, for example, by splined engagement at 52 with external splines on the sleeve 46. The splined en gagement at 52 permits axial shifting movement of the member 5| along the sleeve 46 and relative to the sun gear 41;

The cone brake member 53 of the second clutch and brake G is flxedly secured, for example, to the transmission housing L. The cone brake member 53 has an internal cone brake surface 54.

formed integral with or ilxed to thesecond driven shaft I4. The shaft I4 has a sun gear 14 ilxed thereto. The third gear set C has a torque transmitting member formed integral with or fixed to the third driven shaft I5. The member 15 has an internal ring gear `18 and an external jaw clutch 19. A planetary arm 88 carries planet pinion 8| which mesh with the sun gear 14 and ring gear 18.

The planetary arm 89 clutch 82.

also has an external jaw A further external jaw brake 83 is fixed, for example, to the housing L. A shiftable The torque transmitting member 5I has an external cone brake surface for engagement with the cone brake surface 54 of the xed cone brake member 53, and an internal cone clutch surface 56 for engagement with the cone clutch surface 50 of the ring gear 49.

A planetary arm 58 is formed integral with or fixed to the sleeve 46, and carries planet pins 59 and 60. Planet pinions 6I are rotatably mounted on planet pins 59 (only one of which is shown) and mesh with ring gear 49. Planet pinions 62 are rotatably mounted on planet pins 69 (only one of which is shown). The planet pinions 62 mesh with the pinions 6I and with the sun gear 91, as well understood in the art.

Other forms of planetary or epicyclic gearing may, of course, be employed between the ilrst andsecond driven shafts I8- and I9 of the transmission within the scope of ,the present invention.

The torque transmitting member 5l is shifted axially or longitudinally along its splined connection at 52 with the sleeve 56 by a shifter arm 69 held or connected to the member 5I, for example, by a bearing and suitable retainer rings (not shown), as described in connection `with the torque transmitting member 2l. At its opposite end the arm 64 is connected to a piston 65 which operates within a cylinder, The cylinder has connections between its cylinder spaces 66 and 61, at opposite ends of the piston 65, and ducts 68 and 69, through which liquid or fluid pressure is introduced from the liquid or fluid pressure system into the cylinder spaces 66 and 61, as will be described.

yThe piston may be normally centered, for example, by coiled springs (not shown), as described in connection with the piston 32.

'Ihe conventional roller type, free wheel unit E comprises, for example, overrunning or one-way brake means including rollers 12 between the sleeve 96 and the housing L. This roller type free wheel unit E may, for example, be of the type more fully shown and described in William S. James Patent No. 2,339,269, January 18, 1944, and William S. James Patent No. 2,351,213, June 13, 1944, or of any other suitable or preferred type. It acts to hold the sleeve 46 against turning in one direction, and to permit free turning of the sleeve in the opposite direction.

As already pointed out, the torque transmitting member 48 of the second gear set B is ber 92 is actuated to the jawclutch and brake member 84 has an internal jaw member 85 for engagement selectively with the jaw clutches 19. 82, and brake 83, as will hereinafter appear. The shiftable jaw member 84 is held, for example, in the position shown in Figures 1 to 9, inclusive, and 11 by a spring 86. The member 84 forms or has a piston which operates withina, cylinder 81. The cylinder 81 has connection between its cylinder space 88 (shown in Figure 10) and a duct 89 through which liquid or fluid pressure is introduced from the liquid or fluid pressure system into the cylinder space 88 to shift the shiftable jaw member 84 to the position shown in Figure l0, as will be described.

The governor K comprises a shiftable valve member 92 which upon attainment of a predetermined speed of the third driven shaft I5 is shifted from the position shown in Figures l, 2, and 3, to the position shown in Figures 4 to 9, inclusive. This shifting of the valve member 92 may be accomplished, for example, by centrifugal or ilyball'members 98 operable between a flange 94, on the shaft I5, and a conical inclined flange 95 on the valve member 92. An inlet duct 96 leads to the governor for supplying liquid or fluid pressure thereto, and when the valve memposition shown in Figure 4 this inlet duct 96 is placed in communication with an outlet duct 91, thus admitting pressure from the rear pump P' to a governor valve 98 t0 move the valve 98 to the left, as the device is viewed in the drawings, against spring pressure.

The movement of the governor valve 98 to the left is against the pressure of a spring 99. The valve 98 has an annular groove or reduced portion |99 carrying a cup-shaped piston IDI which operates within a' cylinder I92. The spring 99 is conilned endwise between the closed end of the piston 19d and the opposite end of the cylinder 192. The right hand end of governor valve 98 as shown diagrammatically in the drawings is formed with an end recess 98a defining an area less than the cross-sectional area of the valve 98 against which pressure of the fluid is conducted thereto through ducts 91 and 291 is adapted to act. When fluid under pressure is admitted at the right hand end of valve 99 it initially acts against the small exposedarea provided by the end recess 98a and when the valve 99 begin-3 to move to the left against the force of spring 99 the entire cross-sectional area of the right hand end of valve 99 is exposed to the fluid under pressure to complete the shift of the valve to its left hand position. The fluid under pressure initially acting against the smaller area o1 valve 98- formed by the recess 98a in an amount suilicient to overcome the force of spring 91 assures completing the shifting of valve 99 to its left hand position upon the entire cross-sectional area of the valve 99 being exposed to the fluid under pressure delivered through ducts 91 and 291. The governor valve 98 thus has a two step area for a purpose which will hereinafter appear. It

also has an annular groove |03 for placing a, liquid or fluid pressure duct |04 in communication withv a duct |05, and a liquid or uuid pressure duct `|06 in communication with a duct |01. The governor valve 90 also has an annular groove |00 for placing liquid or fluid pressure duct |09 in communication with a duct H; an annular groove I for placing a duct ||2 in communication with a duct |I3, and an annular groove ||4 for placing a duct in communication with a duct ||6. A

' An overlap valve ||0 is held in the position shown in Figures 1 to '1, inclusive, and returned to this position by a spring ||9.` This valveA I l0 is shifted hydraulically to the position shown in Figure 8, as will hereinafter apear, to complete the shift to third speed. The overlap valve ||0 has an annular groove for placing a duct |2| in communication with a duct |22; an annular groove |23 for placing a duct |24 in communication with a duct |25; and an annular groove |26 for placing a duct |21 in communication with a duct |28. The duct I2| has connection with a bleed Sump shown at |2I. erates within a cylinder |29, and, as will hereinafter appear, liquid or fluid pressure is admitted into this cylinder against the right hand end of the valve ||6 as it is viewed in the drawings, through a duct |30. The governor valve 90 operates within a cylinder |32, and, as will hereinafter appear, liquid or fluid pressure is admitted into this cylinder against the right hand end of the valve 98 through the ducts 91 and 291.

A manual shift valve |35 has neutral position as shown in Figures 1 and 2, rst speed position as shown in Figures 3 and 4, second speed position as shown in Figures 5 and 6, third speed position as shown in Figures '1 and 8, fourth speed position as shown in Figure 9, reverse position as shown in Figure 10, and towing position which corresponds to fourth speed position and is shown in Figure ll.

The shift lever |36 is pivoted at |31 on the transmission housing L, or otherwise as desired, and has suitable connection at |36 with the manual shift valve |35 for shifting the latter axially. The lever |36 may be actuated through a link |39 by a gear shift control lever (not shown) mounted, for example, on the steering post of the vehicle, or otherwise as desired.

The manual shift valve or rod |35 is provided with a plurality of substantially V-shaped grooves |40, one corresponding to each of the different positions of this valve. The grooves |40 form therebetween a plurality of annular ridges |4| substantially V-shaped in cross section. An annular coil spring or garter spring |42 is of a normal diameter to fit partially within the grooves |40 of the rod or valve |35. The plurality of grooves |40 and ridges |4| provide definite selected positions of the valve or rod |35 which The valve ||0 op-` provides for selective conditioning of the transmission to provide selected forward gear ratios. reverse, and neutral positions in the manner to be hereinafter described.

The manual shift valve |35 has an annular groove |45 for placing a duct |46 in communica.- tion with a duct |41 for reverse; an annular groove |40 for placing duct |46 in communication with duct |41 for neutral; and an annular groove |5| for placing duct |46 in communication with duct |41 for rst speed.

In neutral position of the valve |35, an annular groove |52 in valve |35 places a duct. |53 lin communication with a duct |54; an annular groove |56.p1ac es a duct |56 in communication with a duct |51; an annular groove-|50 places a duct |59 in communication with a duct |60; an lannular groove |6| places a duct |62 in commuznication with a duct |63; an annular groove |64 places a duct |65 in communication with a duct |66; an annular groove |61 places a duct |60 in communication with a duct |66; anannular groove |10 places a duct |1| in communication with a duct |12; and an annular groove |13 places a duct |14 in communication with a duct |15.

In first speed position of the valve |35 (Figures 3 and 4), annular groove |52 places ducts |16 and |11' in communication; annular groove |55 places ducts |10 and |19 in communication; annular groove |00 places ducts |0| and |02 in communication; annular; groove |63 places ducts |04 and |05 in communication; annular groove |06 places ducts |01 and |00 in communication; and annular groove |09 places ducts |90 and |9| in communication.

In second speed position of the valve |35 (Figures 5 and 6), annular groove |93 places ducts |94 and |95 in communication; annular groove '|52 places ducts |96 and |91 in communication; annular groove |64 places ducts |59 and |60 in communication; annular groove |30 places ducts |62 and |63 in communicatiomannulargroove 200 places ducts 20| and 20| in communication; annular groove 202 places ducts 203 and 204 in communication; and annular groove 205 placesl ducts 206 and 201 in communication.

In third speed position of the valve |35 (Figures 7 and 8) annular groove |93 places ducts 209 and 2|0 in communication; annular groove 2|| places ducts 2|2 and 2|3 in communication; annular groove- |52 places ducts 31 and |20 in communication; annular groove 2|5 places ducts |62 and |63 in communication; annular groove 2|6 places ducts |68 and |69 in communication; annular groove 2|0 places ducts |1| and |12 in communication: and annular groove 220 places ducts ||6 and 201 in communication.

In fourth speed position of the valve |35 (Figure 9) annular groove 2I| places ducts 209 and 2|0 in communication; annular groove 222 places ducts 2|2 and 2|3 in communication; annular groove |55 places ducts |53 and |54 in communication; annular groove 223 places ducts |59 and |60 in communication; annular groove 224 places ducts 225 and 226 in communication; annular groove 2|6 places ducts |04 and |05 in communication; annular groove 220 places ducts |1| and |12 in communication; and annular groove |13 places ducts ||6 and 201 in communication.

In reverse position of the valve |35 (Figure l0) annular groove |45 places ducts |46 and |41 in communication; annular groove |5I places ducts |22l and 36 in communication; annular groove 222 places ducts 230 and 23| in communication; annular groove 232 places ducts |59 and |60 in communication; annular groove 234 places ducts 225 and 226 in communication; annular groove 235 places ducts |01 and 236 in communication; annular groove 220 places ducts |14 and |15 in communication; and annular groove |13 places ducts 230 and 239 in communication.

The throttle control valve 240 comprises a cylinder 242 within which a throttle control valve shaft 24| operates. The shaft 24| has operating within the cylinder 242 a piston 243 and a valve member 244 which controls a port 245. A coiled spring 246 is interposed between the right hand end of the piston 243 and the cap or wall at the right' hand end 4oi' the cylinder 242, as the de- `vice is viewed .in vthe drawings. The throttle valve shaft 24| is actuated by a lever 241 which is pivoted at 248 and, in turn, is actuated by the conventional throttle control pedal 249 pivoted,

for example, at 258 on the floor Iboard 25| oi!- the vehicle.

Upon being' depressed, the foot pedal 249 swings a bell crank lever 252 (clockwise as viewed in the drawing) about its pivotal mounting at 253 through a connecting link 254 connected between the pedal 249 and one arm of the lever 252. The other arm of the lever 252 is connected by a link 255 with the throttle of the engine for the vehicle, and with the lever 241 by a link 255'.

4 As a result, with the engine running, depression of the pedal 249 accelerates the engine through vthe throttle control and operates the throttle control valve 248, as will hereinafter appear.

` A main shaft oil or other liquid or uid pressure pump 258 -is located at the front and driven y .by the main shaft, and a tail shaft oil or other fluid pressure pump 259 is located at the rear and driven by the tail shaft. A valve block (not shown), located, for example, on the left hand side, preferably houses the manual shift valve |35, the governor valve 98, the overlap valve H8, the throttle control valve 248, and shift interlocking means, although this may, of course, vary.

The shift interlocking means comprises cylinders 268, 26|, and 262, shown at the right hand end of the manual shift valve |35, as the device is viewed in the drawings. The cylinder 258 has a piston 253 operating therein. The manual shift valve |35 is movable relative to the piston 253 from neutral position, shown in Figures 1 and 2, to first speed position, shown lin Figures 3 and 4, and to reverse position shown in Figure 10. Shift valve |35, however, carries ported piston means 254 which operates within cylinders 25| and 252, and cooperates with the piston 263, as will hereinafter appear.

A check valve is provided at 265 for preventing oil from the front pump 258 from going through the rear pump 259 in neutral and reverse positions. A check valve is provided at 268 for preventing oil from the rear pump 259 from going through the front pump 258, as will be apparent as this description proceeds. An oil or fluid pressure accumulator 218'has a cylinder 21| within which a piston 212 operates. A spring 213 operates against the piston 212, and is set, for example, to produce about 80 pounds line pressur although this may of course vary.

The ducts, not already specifically mentioned in the foregoing description, -will be referred to and identied in the description of the operation of the transmission. which, in general, is as follows:

Briefly, the first gear ratio is through the first and second gear sets A and B, the third gear set C being locked. The second gear ratio is through the second gear set B only, the first and third gear sets A and C being locked. The third gear ratio is through the first gear set A only, the second and third gear sets B and C being locked. The fourth or direct drive is straight through, all gear sets A, B, and C being docked. The reverse speed ratio is through the first and third gear sets A and C, the second gear set B being locked.

Neutral-throttle closed engine running With the valve |35 in neutral position, the throttle closed, and the engine running, as shown A in Figure 1, the front pump 258 sure to the piston 263 through the ducts`215, 218, 211, 218, H5, |89, ||8, |65, |84, and 288. The surplus oil from the front pump`258 is by-passed through duct 282 and accumulator 218 whose spring 213 is set, as previously described. However, the front pump 258 cannot supply full pounds pressure until the accumulator is filled, with the piston 212 in by-pass position with respect to the ble'ed ports shown in cylinder 21|. The rear pump 258 is not operating in neutralthrottle closed, engine running position, and oil from the front pump 258 is prevented from going through the rear pump v259 by means of the check valve 265.

The pressure thus applied to the piston 263 blocks off any movement of the manual shift valve |3'5 except to first or reverse positions. This always assures the use of the-first or front cone clutch F as a faster clutch `for starting the car, because if the transmission is in second, third, or fourth position and the vehicle drops below 10 M. P. H., the pressure will be applied to the cylinder 268 to shift the lever down to irst speed through the cooperation oi the piston 263 dicigzated by governor K through the governor valve The helical spring brake D is not energized,

thus permitting the front cone clutch F to revolve in the opposite direction from that of the engine of the vehicle. I

Any tendency of the rear cone clutch to revolve in the opposite direction from that ofthe engine' is prevented by the roller free wheel unit E. The spring pressure on the in direct at all times except for reverse. The cylinder spaces 34, 35, 88, 61, and 88 are all in bleed through the ducts 36, 31. 68, 58, and 88, as is the cylinder space for the piston 42 through the duct 45 for releasing the helical spring D.

Neutral-throttle open, engine running i The neutralthrottle sition, as illustrated in Figure 2, is the same as the neutral-throttle closed, engine runningposition, except as follows:

As the throttle is opened, the b1eed at the tnrot- First speedthrottle openF-car below 10 M. P. H.

This speed is obtained by movingv the manual shift valve |35 to its first speed position, as illustrated in Figure 3. This movement permits the cylinder spaces 25|,l 262, 34, 56, 61, and 88 to bleed through their connected ducts. The piston 253 remains under regulated pump pressure through the ducts 215, 216, 211, 218, II5, |89, ||8, |85, |84, and 288, as previously described, to prevent a shift of the manual shift valve |35 above first speed (below 10 M. P. H.).

Upon depressing the accelerator pedal 246, the throttle control valve 248 admits variable pressure to the cylinder space through ducts 262, 293, 294, |56, |16, |11, and 81, which moves torque feeds pump pres-v Jaw clutch of the third planetary gear set C keeps that gear set locked open, engine running potransmitting member al to exime the external cone brake surface of the cone brake member I9, as shown in Figure 3. This starts the car. If during a fast start more oil is needed than the front pump 259 provides at this time, the accumulator 219 furnishes an added volume.

'As the front cone brake F thus engages and starts the car, the rear oil pump 259 rotates, thus adding its volume to the main pressure line.

If (below M. P. H.) the throttle is closed, the.

car will free wheel because of either "of the fola. 'me throttle control valve m wal stop the variable pressure to the cylinder space 95, causing the brake F to lose its torque carrying ca pacity;or

h. Since no pressure is being applied to the cylinder spaces 99 or 91, the second planetary gear set B may free wheel because of the roller type free wheel unit E.

First speed--throttlc open-car above 10 M. P. H.

which assures a completed valve shift as soon as i the valve starts to move, i. e., the secondary is suilicient to overcome the pressure of the valve spring 99 during this movement of the valve 99, which, in actual practice, is about 1% of an inch. This movement of the governor valve 99 also disconnects the ports |94 and H0, and thus prevents regulated pump pressure from entering the cylinder 299. If, for example, when driving in second, third or fourth or on icy roads the brakes are applied and the rear wheels stop rotating, then the pressure to the governor valve 99 drops to zero and the valve is returned by the spring 99 to reestablish first speed with manual shift valve |95, and thus free wheel, as explained previously.

The cylinder 290 is now in bleed through the ducts including duct 299, as shown in Figure 4,

instead of being under pressure. This permits the manual shift valve |95 to be moved to second, third, or fourth positions.

Regulated pump pressure, instead of variable pressure, is now applied'to the cylinder space 95 through ducts 219, 211, |59. |19, |11, and 91. This as sures a continuous brake engagement at 29-in first speed above 10 M. P. H. The car will still free wheel, however, because of the roller type free wheel unit E.

Regulated pump pressure, instead of bleed, is now on the helical spring brake D through the ducts 219, 211, 218, ||5, ||9, |90, |9|, 999, and 45, and against the piston 42. The piston 42 thrusts the engaging washer for the helical spring brake against the case, making it ready to hold the cone reaction when a shift is made in its planetary unit A.

At the time the governor valve 99trips, regulated pump pressure from accumulator 219 is fed to the ball-type constant pressure valve 90|.

The ball type constant pressure valve 90| comprises a ball check valve 992 and conical spring 999. The spring is adjusted to regulate pressure sumcient to hold brake surfaces and 29 in engagement during coast or deceleration, at which time variable pressure would be lower than the required holding pressure. While this feature is not used to prevent free wheeling in first speed, it is mentioned here because it occurs at this time. In short, above 1 0 M. P; H. there is always a constant predetermined pressure in the variable pressure chamber 299 until the throttle control valve 244 is opened suillciently to overcome it.

Second speed-throttle lopen-car above 10 M. P. H.

This speed is obtained by moving the manual shift valve to the second speed position illustrated in Figure 5.

The cylinder space 95, which he... regulated pump pressure, is now disconnected from pump pressure by disconnection of ducts |19, |11 at the valve |95. The space 95 now becomes bleed through duct 91. The pressure which remains on helical spring brake D through piston 42 above 10 M. P. H. in all forward speeds causes the helical spring brake to function as a conventional 'free wheel unit. Therefore, changing cylinder space 95 into bleed does not affectA the drive because the cone clutch and brake F is held from rotating backwards by the free wheel unit. Up to this point the cone brake at F has been used only as a master brake for starting the car.

The cylinder space 94 is now under variable pressure through ducts 292, 299, |24, |25, |94, |95, and 99 instead of in bleed, and, as the pressure increases suillciently to engage cone clutch surface 24 with .the cone clutch surface I9 of planetary ring gear |1, the cone merely overruns its free wheel unit, which results in second speed through the second planetary gear set B only. The cone brake surface 55 of the second gear set B is in engagement with the cone brake surface 54 of the nxed cone brake member 59. Thus a shift under torque from first to second is completed without breaking the drive line.

Second speed-throttle closed yvariable pressure; but as soon as variable pressure drops below that dictated by the constant pressure valve at 99|, then that line takes'over and the clutch F yremains engaged and prevents the car from free wheeling.

Third speed-throttle openshowing overlap This speed is obtained by moving the manual shift valve |95 to th'third speed position illustrated in Figure 7. The cylinder space 94 remains under variable pressure, as already described, and ports |99, |91 are disconnected at valve |95 so that cylinder space 95 is not anything, i. e., is not in bleed or under pressure. Since cylinder'space 95 is neither in bleed nor under pressure, it does not aifect anything, but this condition exists only during a timing overlap, which is very short.

Cylinder space 91, which was under pump pressure, now becomes bleed through duct 99, while cylinder space 99, which was in bleed, now becomes overlap pressure through ducts 292, 299. 294, 225, 229, and 99. Now if the pressure in cylinder space 99 were permitted to build up at this point to variable pressure, it would cause cone clutch surface 59 of cone clutch G to complete its engagement to the cone clutch surface i3 50 of planetary ring gear 49 and the transmission would have made a shift from second speed to fourth speed. But the pressure in cylinder space 66 at this time is dictated by the overlap valve ||8 and will be below variable pressure.

As variable pressure is admitted into cylinder space 66 the overlap valve spring ||9 determines the amount of pressure that will be effective on the cone clutch G before the overlap valve |I9 shifts to release the front planetary unit for. ratio. Here, as on the governor valve 99, the right hand end of valve I I8 as shown in the drawassurance4 ings is formed with an end recess |8a defining an area less than the cross-sectional area of the valve against which fluid under pressure from duct |30 initially acts to insure a complete shift once the spring H9 is initially overcome, The so-called overlap pressure used at this time is only to insure the starting engagement of the rear cone clutch ahead of release of the front cone clutch. Such an overlap may not be neces-` sary when the clutches are new, but if one wears more than the other there might be enough delay in the kmovement effected through the cylinder space 66 to cause the cylinder space 34 to bleed iirst, thus very momentarily causing a shift from second speed to first speed before third speed is completed. If, on the other hand, the cone G engages the cone clutch surface 50 too far ahead of the release of cone F from lcone clutch surface 24, then a, shift from second to fourth will have been made. Thus, the shift from second to third is made without breaking the drive line and the progression of shift may be termed rst, second, third plus, third and fourth.

Third speedthrottle open-shift completed 66, which was under overlap pressure, is now under variable pressure through ducts 292, 293, 294, 225', 226, and 66, and the opposite cylinder space`61 is in bleed through duct 69. The transmissionfis now in third speed through the front planetary gear set only. If the accelerator is released While in this speed, the cylinder space 66 will receive pressure from the constant pressure valve at 36| sufficient to hold the clutch G engaged, which in turn will prevent the car from free wheeling when variable pressure valve 244 is closed to a point where the variablepressure is less than that dictated by constant pressure valve 30|.

Fourth speed-throttle open This speed is obtained by moving the manual shift valve |35 to the position illustrated in Figure 9. The cylinder space 66 remains under variablepressu're while the opposed cylinder space 61 remains inI bleed. The overlap valve ||8, which was held over by variable pressure, is now in bleed and has shifted to its normal position. The cylinder space 34, which was in bleed, is under variable pressure through ducts 292, 293, |24, |215, 2&2, 2i3, and 36. The opposite cylinder space 35, which was under pump pressure, is now in bleed. Since` the cone clutch surface 56 of clutch G was already engaged withthe cone clutch surface 50 of the ring gear 49 of gear` set B, the cylinder space 34 builds u'p pressure until the associated cone 'clutch F-lifts the load from the helical spring brake D, and the transmission ls then in fourth speed or direct. If the accelerator is released while in this speed, the variable pressure line becomes constant pressure through the constant pressure valve, thus preventing the clutches from releasing.

Reverse speedfv-throttle open This drive is obtained by moving the lmanual shift valve to its reverse position, as illustrated in Figure 10. Pump pressure enters the cylinder space 80 through ducts 216, 211, 218, 233, 239, and 89 to .connect the jaw brake H to the case or housing L. The rear pump Pl is now running backwards and will no longer furnish part of the fluid pressure, and, in fact, might have a tendency to pull oil from the pressure line 215 were it not prevented from doing so by the check valve 265. Also, line 296 becomes inactive, which automatically prevents a governor shift at 10 M. P. H. Variable pressure now enters cylinder spaces 35 and 66 through ducts -292, 293, 230, 23|, and 31, and ducts 292, 293,

294, 225, 226, and 6B, respectively. Cylinder spaces 34 and 61 are in bleed. Less pressure is required in space 35 to hold brake surfaces I0 and of the brake and clutch means F in engagement than in space 66 to engage clutch surfaces 50 and 56 of the brake and clutch means G'since inl holding the reaction of sun gear 20 of planetary gear mechanism A only a small percentage of engine torque is involved as compared to engine torque in locking up the sun gear` 41 with the ring gear 49 of planetary gear mechanism B. Thus engagement of brake surfaces |0 and of brake and clutch means F is effected first followed by engagement of clutch surfaces 50- and 66 of brake and clutch means G upon admission of variable pressure to spaces 35 and 66 causing the car to move in reverse through a high overall ratio, but only momentarily and until the ylatter clutch surfaces are engaged. As the pressure in cylinder space 66 increases sufliciently to tie up the second planetary gear set B into direct,

then a second but lower overallratio comes in to complete the shift and the transmission is in reverse through the first and third planetarles.

The two speeds in reverse may prove valuable tdlliring' parking when the driver wishes to inch e car.

Towing` car to start @gineshift speed In towing the car to start the engine the manual shift valve |35 is moved to fourth speed position as illustrated in Figurell only after the car is moving above about l0 M. P. H. If the throttle is open sufficient `to overcome pressure in the constant pressure valve 30|, then variable pressure enters cylinder spaces 34 and 66 to engage clutches F and G in direct, cylinder spaces 35 and 61 being in bleed. If the throttle remains closed, then the constant pressure valve at 30| takes over and engages the same clutches Fand G. If the manual shift valve |35 is moved to second, third, or fourthvsp'eed position before apvlever in fourth proximately 10 M. P. H. is attained, then presatrasos Downshift from fourth'to third-throttle open Downsnut from fourth to third speed with the throttle open is accomplished by moving the manual shift valve |35 from fourth speed posi- The-variable pressure remains on cylinder space li, while cylinder space 61 remains in bleed. Cylinder space 34 changes from variable pressure to bleed, while cylinder space 35 changes from bleed to pump pressure. At the instant the pressure drops'off in cylinder space 34 sumciently to permit the` clutch F to release, then the en- A gine torque delivered at that time begins to slow the revolving cone down to a stop. When the J-cone is stopped, any further movements backward will be stopped at'the helical spring brake D to complete the drive through ratio in the first planetary gear set. l

Downshift from fourth to third-throttle closed Downshift from fourth to third with the throttle closed is accomplished the same as above except as follows: p

When cylinder space 34 transforms to bleed, the cone clutch will increase in speed in the same direction ,as the engine, and the car will free wheel for that interval of time that it takes the pressure in cylinder space to engage the cone of planetary gear set A with the cone I on the case or housing L with suiilcient pressure to prevent free wheeling. f

The embodiment of the invention shown in the drawings is for illustrative purposes only, and it is to be expressly understood that said drawings and the accompanying specication are not to be construed as a definition of the limits or scope of the invention, reference being had to the appended claims for that purpose.

We claim:

1. For use in a'transmission having gear means providing a plurality of forward ratio drives between drive and driven shafts thereof, and torque transmitting means associated with said gear means for selectively eecting said forward ratio drives through the latter. control means comprising manually shiftable valve means having a neutral position and shiftable from said neutral position to a plurality of forward positions to control selectively actuation of said torque transmitting means to eect said forward ratio drives, throttle control valve means operable between opened and closed positions, and means between said throttle control valve means and said manually shiftable valve means for preventing shifting of the latter when said throttle control valve means is in closed position except to effect one forward ratio drive.

2.y For use in a transmission having gear means providing a. plurality of forward ratio drives between drive and driven shafts thereof, and fluid responsive torque transmitting means associated with said gear means for selectively eecting said forward drive ratios through the latter, control means adapted to have connection with a source of fluid under pressure comprising manually shiftable valve means having a neutral position and shiftable from said neutral position to a plurality of forward positions to connect said 'l' tion to its third speed position as illustrated in K Figure 8; Y

source of fluid underpreasure with said torque transmitting means to control selectively the actuation of the latter to effect said forward ratio drives, throttle control valve means manually .operable between opened and closed positions, and fluid responsive means between said throttle control valve means and said manually shiftable valve means for preventing shifting of the latter from its neutral position when said throttle cohtrol valve means is in closed position except to effect one forward ratio drive through said gear means.

3. For use in a transmission having gear means providing a plurality of forward ratio drives and reverse drive between drive and driven shafts thereof, and torquetransmitting means associated with said gear means for selectively aecting said forward ratio drives and said reverse drive through the latter, control means comprising manually shiftable valve means having a neutral position and shiftable from said neutral position to a plurality of forward positions and to a rearward position to control selectively actuation of said torque transmitting means to leffect said forward ratio drives and said reverse drive1 respectively, throttie control valve means loperable between opened and closed positions, and means between said throttle control valve means and said manually shiftable valve means for preventing shifting of the latter when said throttle control valve means is in closed position except to eect one forward ratio drive or reverse drive.

4. For use in a transmission having gear means providing a plurality of forward ratio drives and reverse drive between drive and driven shafts thereof, and fluid pressure responsive torque transmitting means associated with said gear `means for selectively effecting said forward ratio drives and said reverse drive through the latter, control means adapted to have connection with a' source of fluid under pressure comprising manually shiftable valve means having ka neutral position and shiftable from said neutral position to a plurality of forward positions and to a rearward position to connect said source of iiuid under lpressure with said torque transmitting means to control selectively actuation of the latter to effect said forward ratio drives and said reverse drive, throttle control valve means manually operable between opened and closed positions; and fluid pressure responsive means between said throttle control valve means and said manually shiftable valve means for preventing shifting of the latter from its neutral position when said throttle control valve means is in closed position except to eect one forward ratio drive or reverse drive.

5. For use in a transmission having gear means providing a plurality of forward ratio drives and reverse drive between drive and driven shafts thereof, and torque transmitting means associated with said gear means for selectively eiecting said forward ratio drives and said reverse drive through the latter. control means compris- `ing manually shiftable valve means having a neutral position and shiftable from said neutral positionto a plurality of forward positions and to a rearward position to control selectively actuation of said torque transmitting means to affect said forward ratio drives and said reverse drive, throttle control valve means operable between opened and Aclosed positions, and means between said throttle control valve means and said manually shiftable valve means i'or preventing shiftaudace i118 of the latter when said throttle control valvel I 'transmitting means associated with said gearmeansfor selectively effecting said forward ratio drives and said reverse drive through the latter,

control means .adapted to have connection` with a source of iluid under pressure comprising, manually shiftable valve means having a neutral position and shiftable from said neutral position to a plurality of forward lpositions and to a rearward position to connect said source of uid under pressure with said torque transmitting means to control selectively actuation of the latter to effect said forward ratio drives and said reverse drive, throttle control valve means manually operable between opened and closed positions, and fluid pressure responsive means between said throttle control valve means and said manually shiftable valve means for preventing shifting of the latter from its neutral position when said throttle control valve means is in opened position.

7. For use in a transmission having gear means providing a plurality of forward ratio drives and reverse drive between drive and driven shafts thereof, and fluid pressure responsive torque transmitting means associated with said gear means for selectively effecting said forward ratio drives and said reverse drive through the latter,

fluid under pressure with said torque transmitting means to effect the other of said forward ratio drives, throttle control valvelmeans manu-V ally operable between opened and 4closed positions, and iiuid pressure responsive means between said throttle control valve means and said manually shiftable valve means for preventing shifting of. the latter from neutral position to other positions when said throttle control .valve means is in opened position.

9. For use in a transmission having gear means providing a plurality of forward ratio drives and reverse drive between drive and driven shafts thereof, and torque transmitting means associated with said gear means for selectivelyl eifecting said forward ratio drives and said reverse drive through the latter, control means comprising, manually shiftable valve means having a neutral position and shiftable from said neutral position to a plurality of -forward positions and to a rearward position to control selectively actuation of said torquejtransmitting means to eilect, respectively, said forward ratio drives and said reverse drive, throttle control valve means operable becontrol means adapted to have connection with a source of fluid under pressure comprising manually shiftable valve means including a piston means having a neutral position and shiftable from said neutral position to a first forward position and a rearward position to dispose said pisl ton means to connect said source of iluid under pressure with said torque transmitting means to effect-respectively, a rst forward ratio drive and reverse drive, said manually shiftable valve means being shiftable from said first forward position to other forward positions to connect said source .of fluid under pressure with said torque transmitting means to effect the other of said forward ratio drives, throttle control valve means manually operable between opened and closed positions, and fluid responsive means between said throttle control valve means and said manually shiftable valve means for preventing shifting of the latter from neutral, said rst forward position, or said rearward position to said other forward positions when said throttle control valve means is in closed position.

8. For use in a transmission having gear means providing a plurality of forward ratio drives and reverse drive between drive and driven shafts thereof, and fluid pressure responsive torque transmitting means associated with said gear means for selectively effecting said forward ratio drives and said reverse drive through the latter, control means adapted to have connection with a source of fluid under pressure comprising, manually shiftable valve means including a piston means having a neutral position and shiftable from said neutral position to a rst forward position and a rearward position to dispose said piston means to connect said source of fluid under pressure with said torque transmitting means to effect, respectively, a rst forward ratio drive or reverse drive, said manually shiftable valve means being shiftable from said irst forward position to other forward positions to connect said source of y drive,

tween opened and closed positions, means between said throttle control valve means and said manually shiftable valve means for preventing shifting of the latter when said throttle control valve means is in closed position except to effect one forward ratio drive or reverse drive, and means including a governor associated with said drive shaft adapted upon a predetermined speed of rotation of the latter for rendering said-V last named means inoperative. l I

10.` For use in a transmission having gear means providing a plurality of forward ratio drives and reverse drive between drive' and driven shafts thereof, and uid pressure responsive torque transmitting means associated with said gear means for selectively effecting said forward ratio drives and said reverse drive through the latter, control means adapted to have connection with a source of iluid under pressure comprising, manually shiftable valve means having a neutral position and shiftable from said neutral position to a plurality of forward positions and to a rearward position to connect said source of fluid under pressure with said torque transmitting means to control selectively the actuation of the latter to aiect said forward ratio drives and said reverse drive, throttle control valve means manually operable between opened and closed positions, iluid pressure responsive means between said throttle control valve means and said manually shiftable valve means for preventing shifting of the latter from its neutral position when said throttle control valve means is in closed position except to effect one forward ratio drive or reverse and means including a governor associated with said drive shaft and governor valve means associated' with said fluid pressure responsive means providing a plurality of forward ratio drives and reverse drive between drive and driven shafts thereof, and fluid pressure responsive torque transmitting means associated with said gear means for selectively effecting said forward ratio drives and said reverse drive through the latter, control means comprising first pump means adapted to be driven by said drive shaft providing a first source `of fluid under pressure, 

